The engine has been stripped, cleaned and read to be re assembled, the stock crankcase bolts which had stretched and quite possibly become brittle have been binned. A set of heavy duty chrome moly main bearing studs & nuts will prevent wear of the crankcase threads for future rebuilds and hold the crankcases together more securely. The Crankshaft has been stripped inspected, lightened and aligned/welded on re-assembly, welding the crank is essentail to stop the crank twisting out of alignment under high revs, lightening the crank may loose some torque but the weight loss will help in changing direction quickly.

	While the crankcases are apart the clutch needs to be inspected, the clutch can only be removed once the crankcases are apart. the 3 rivets are drilled to allow the clutch backing plate to be removed. The broken and saggy springs are binned, you can see how the loose rattly springs have worn the inside of the clutch basket.
The clutch is re-assembled with the clutch repair kit, the rivets have been welded up and the rebuilt clutch is ready to be refitted into the crankcases

Cylinder block will be bored to 72mm to increase the cc to 1075, The Wiseco piston kit will replace the stock cast pistons which would not with stand the abuse we intend to throw at this engine. Wiseco pistons give us more cc, increase the compression ratio and offer better reliability. The Wiseco kit also has the heavy duty gudgeon pins. We are resisting the temptation to go bigger, we know the 1075 kit can take lots of thrashing for long periods and this is more important than out right power, especially as entering classic endurance races are intended.

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